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Journal of Military and Strategic VOLUME 18, ISSUE 3 Studies Icebreaker Operations in the Arctic Ocean J.G. Gilmour Russia’s Icebreaker Capabilities - Arctic Ocean Arktika class icebreakers are the bulk of the Russian nuclear icebreaker fleet, used primarily to aid shipping along the Northern Sea Route. Of the seven nuclear icebreakers, one is a containership with an ice-breaking bow, and two, the “Taymyr” and the “Vaygach” have been built for shallow waters in rivers transporting lumber, ore and other cargo. Approximately 2,000 people work aboard the icebreakers, which are based at the Atomlot harbour in the Murmansk Fjord. Arktika class icebreakers have a double hull and can operate in ice in 2.5 meters (8.2 ft) thick at speeds of up to 10 knots. In ice-free waters, the maximum speed of these ships is as much as 21 knots. There is water ballast between the inner and outer hulls which can be shifted to aid icebreaking operations. Icebreaking is also assisted by an air bubbling system which delivers air from jets below the surface. The ships have two reactors, three propellers totaling 75,000 hp, and can operate for approximately 7 months at sea and 4 years between refuelling. The crew normally includes 130-200 personnel. The 50 Let Pobedy, built in 2007, is the world’s largest nuclear icebreaker, at 159 meters in length. It also carries two Ka-32 helicopters. ©Centre of Military and Strategic Studies, 2018 ISSN : 1488-559X VOLUME 18, ISSUE 3 In 2012, Russia’s state-owned nuclear corporation, Rosatom, signed a contract to begin construction on the world’s largest nuclear icebreaker, a “universal” vessel that could navigate both shallow waters and the Arctic Ocean.1 The first of this massive new class of nuclear icebreakers was called the Arktika (the Arctic) and was floated out in 2016 and is set to be completed in 2019. The second of the three new icebreakers is the Sibir (Siberia), with a launching ceremony in September 2017; which should be commissioned in 2020. These new icebreakers measure 173 meters in length with two reactors having the propulsion power of 60 megawatts. The Arktika, at 33,500 tonnes reportedly cost $1.74 billion. The construction of these vessels takes approximately eight years. According to the Russian Transport Ministry, Russia needs six new icebreakers for future operational regiments. 2 Russia in the past decade has expanded its yearly operation in the Northern Sea Route, particularly now that sea ice has been receding as a result of climate change. Russia stands as the foremost military and commercial shipping leader in the Arctic region - with over 40 icebreakers, six military bases, 16 deepwater ports, and 13 air bases.3 Protecting these bases are S-400 long-range surface to air missiles. In 2014, Russia shipped offshore oil from the Arctic. After loading her cargo at the Snøhvit LNG export terminal in Norway, the Russian-owned tanker Christophe de Margerie in August 2017 shattered the speed record for transversing an ice-bound section of the Northern Sea Route.4 Without an icebreaker escort, the ship travelled from Norway to Korea in 15 days - half the time required for a ship through the Suez Canal. The state-owned Russian company Sovcomflot, has commissioned 14 more tankers, on the basis of the Russian government forecasts that tanker traffic will increase tenfold by the year 2020. 1 E.Conant, “Breaking the Ice,” Scientific American and Pulitzer Centre in Crisis Reporting, 2017. 2 “Nuclear-Powered Icebreaker,” Wikipedia, 5 October 2007. http://en.wiokipedia.org/w/index.php?title=Nuclear-powered_icebreaker&oldid=803891135. 3 T.J. Starr, “Russia’s Icebreakers Make It King of the Arctic and America is Just a Pauper,” January 26, 2017. 4 “The Arctic-time to Lead,” The Globe and Mail, August 29, 2017, p. A-11. 17 | P a g e JOURNAL OF MILITARY AND STRATEGIC STUDIES Russia is designing and building LNG icebreaking tankers as a result of exporting gas from the giant project on the Yamal Peninsula, led by the Russian firm Novatek. The project will have the capacity of about 16.5 million tonnes of LNG per year. The project included Chinese investment of $12 billion dollars which offset the fundraising difficulties created by American sanctions. 5 The $27 billion facility on Friday December 8, 2017 started loading its first tanker of LNG for export to Asian markets. US Icebreaker Capabilities - Arctic Ocean The United States Coast Guard (UCSG) has only one serviceable heavy duty icebreaker in service, the Polar Star, built in 1976. The Healy, commissioned in 1999, is also in service but the Polar Sea, was removed from service in 2011 after a major engine casualty. It is likely the useful life left for the Polar Sea is three to seven years.6 In May 2017, President Trump pledged to build new icebreaker ships for the USCG.7 The plan calls for the construction of three heavy icebreakers which can crush ice to 21 feet thick and three medium icebreakers which can crush ice up to 8 feet thick. The Commandant of the Coast Guard, Admiral Paul Zukunft, is confident that US shipyards can build a heavy icebreaker for less than $1 billion.8 Compounding the problem, however, is that the two shipbuilding companies that built the icebreakers in America, Lockheed Shipbuilding in Seattle and Avondale Industries in New Orleans are closed. Building an icebreaker stateside could take 10 years.9 The USCG has often been criticized for its rigid requirements of what it wants the icebreakers to do. Coast Guard officials are also reluctant to purchase or lease icebreakers from other nations, especially if they are non-military vessels. Another 5 “Northern Sea Route Through The Arctic,” The Maritime Executive, 8 January 2017. 6 News of the National Academies of Sciences, Engineering and Medicine, 11 July 2017. 7 D. Lamothe “Trump Pledges to Build Coast Guard Icebreakers but it’s Unclear How Different His Plan is From Obama’s”, Washington Post, 17 May 2017. 8 S. J. Freedberg, “US Yards Can Build Icebreaker for Under $1B: Zukunft”, Standing Watch-Flir, 1 August 2017. 9 Starr, “Russia’s Icebreakers,” Footnote 3, p. 5. 18 | P a g e VOLUME 18, ISSUE 3 problem is that U.S law requires the Coast Guard vessel to be built in America, unless the president for a compelling reason allows them to be built overseas. In addition, several critics would argue that the US has no national security strategy in the Arctic to begin with.10 In February 2017, the USCG awarded $20 million worth of contracts for heavy polar icebreaker design studies and analysis.11 Five companies will be working on the design studies which are expected to take 12 months to complete. The Coast Guard plans to award a single contract for design and construction by 2019; with building to commence by 2020, and in the water by 2023. It was reported by CBC News that the USCG is using the National Research Council (NRC) facility in St. Johns Newfoundland for the design of the heavy icebreaker.12 At the research facility, model boats go through simulations in an ice tank to work out the best design for the new vessels. China’s Icebreaker Capabilities - Arctic Ocean On 6 September 2017, the Chinese Xinhua News Agency lauded the completion of the first ever Chinese voyage through Canada’s Northwest Passage. The Xue Long or Snow Dragon commenced its transit through Lancaster Sound to the Beaufort Sea on the grounds of obtaining “scientific information” from the voyage of the icebreaker. The Chinese reported the ship “accumulated a wealth of experience for Chinese ships going through the Northwest Passage in the future.”13 The Chinese News Agency reported “from Shanghai to New York, the traditional route that passes through the Panama Canal is 10,500 nautical miles, while 10 Ibid., p. 4. 11 “US Coast Guard Awards Heavy Polar Icebreaker Design Studies Contracts,” Naval Today, 23 February 2017. 12 G. Bartlett, “Coast Guard Testing New Icebreaker Designs at St. Johns Research Facility,” CBC News, 26 July 2017. 13 R. Fife and S. Chase. “China tests Shipping Waters in Northwest Passage,” The Globe and Mail, 11 September 2017, p. A-3. 19 | P a g e JOURNAL OF MILITARY AND STRATEGIC STUDIES the route that passes through the Northwest Passage is 8,600 nautical miles; saving 7 days of time.”14 Although the Canadian government granted the approval on the basis that China was conducting “scientific research”, it seems clear that China is anticipating to increase shipping through these waters in the very near future. Chinese state media have called the Northwest Passage a “golden waterway.” For the Canadian authorities, are they prepared to enforce our legislation if the Chinese substantially increase the amount of shipping through Canadian Arctic waters? It is clear that the Chinese are very interested in Canada’s Arctic Ocean and are attempting to seek a larger role in the region after gaining observer status on the Arctic Council in 2013. Despite concerns about the effect of increased Chinese shipping traffic on the fragile Arctic environment, Professor Michael Byers maintains that there is little to prevent countries such as China from using the Northwest Passage, assuming they still seek consent from the Canadian Government before entering such waters.15 The Chinese News Agency also reported that China sent six merchant ships through Russia’s Northwest Passage in the summer of 2017, to take advantage of melting Arctic sea ice to speed the delivery of goods to North America and European markets.16 As the world’s largest exporter state, China has an interest in securing unobstructed and expeditious movements globally.
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